Aircraft engine nacelles and methods for their manufacture

ABSTRACT

Engine nacelles for use with aircraft. In one embodiment, an engine nacelle includes an inlet having an inlet aperture and an outlet having an outlet aperture. In one aspect of this embodiment, the engine nacelle further includes a first side portion, a second side portion, and a third side portion. The first side portion can extend at least generally between a first edge portion of the inlet aperture and a third edge portion of the outlet aperture. The second side portion can be offset from the first side portion and extend at least generally between a second edge portion of the inlet aperture and a fourth edge portion of the outlet aperture to define a first interior portion. The third side portion can be offset from the second side portion and extend at least generally from the second edge portion of the inlet aperture toward the fourth edge portion of the outlet aperture to define a second interior portion. In another aspect of this embodiment, the first interior portion is configured to house an engine, and the second interior portion is configured to house a landing gear assembly.

TECHNICAL FIELD

The following disclosure relates generally to aircraft engine nacellesand associated methods of manufacture and, more particularly, toaircraft engine nacelles having engine air inlets and landing gearmounting structures.

BACKGROUND

Aircraft having aft-mounted main wings often have engines positionednear the trailing edge of the main wing to counterbalance the weight ofthe fuselage extending forward of the main wing. In addition, suchaircraft generally have main landing gears (“main gears”) extendingdownward from the main wing forward of the engines to support theaircraft when on the ground. The relative positioning of the engines andthe main gears in this configuration can raise a number of designproblems.

One problem is the potential for foreign object damage (FOD) caused bydebris kicked up by the main gear and ingested through an engine airinlet. One approach to overcome this problem has been to extend theengine air inlet forward to position the inlet aperture in front of themain gear. Another approach has been to route the engine air inletthrough the wing to position the inlet aperture above the wing andshield it from the main gear. Yet another approach has been to install ascreen or similar device over the inlet aperture to prevent FOD.

All of these approaches for preventing FOD have disadvantages related toaircraft weight, complexity, and drag. For example, extending the airinlet forward of the main gear increases airframe weight. Similarly,routing the air inlet through the wing not only increases airframeweight but also increases the structural complexity of the airframe.Further, providing a screen or the like over the inlet aperture has thedisadvantage of increasing aerodynamic drag and reducing inletefficiency.

Mounting the main gears to the wing can also raise a number of designproblems. One problem is that the wing structure must be tailored toprovide a wheel well and carry the main gear loads. This typicallyrequires adding significant structural reinforcement around the wheelwell and providing a substantial truss structure for mounting the maingear, both of which can add considerable weight to an airframe.

Another problem related to wing-mounted main gears is preventing a fueltank puncture in the event of a main gear collapse. On most transportaircraft, the fuel tanks in the wings (“wing tanks”) carry most of thefuel for the aircraft. If a main gear collapses beneath a wing tank, themain gear could puncture the wing tank. This problem is typically solvedby not carrying fuel over the main gear, thus providing a “dry bay” inthis region of the wing.

The dry bay solution has a number of drawbacks. One obvious drawback isthe resulting reduction in fuel capacity. Another drawback is theunfavorable effect the dry bay has on aircraft balancingcharacteristics. Fuel in the wing tank can often be used to favorablybalance the aircraft about its center of gravity (CG). The reduction ofwing tank capacity caused by the dry bay, however, may require thatother methods be used to balance the aircraft about the CG. Often, theseother methods involve aerodynamically trimming the aircraft, which hasthe unfavorable effect of increasing the aerodynamic drag of theaircraft.

SUMMARY

The present invention is directed to engine nacelles for use withaircraft. In one embodiment, an engine nacelle for use with an aircraftwing includes an inlet having an inlet aperture positioned below thewing, an inlet wall portion extending aft of the inlet aperture, and agear bay wall portion offset from the inlet wall portion. In one aspectof this embodiment, the inlet wall portion has an internal airflowsurface configured to direct incoming air from the inlet aperture to anaircraft engine. In another aspect of this embodiment, the gear bay wallportion and the inlet wall portion at least partially define a gear bayconfigured to house a landing gear assembly having a wheel truck. Thewheel truck can be positionable in a deployed static position offsetfrom the engine nacelle to support at least a portion of the weight ofthe aircraft. In a further aspect of this embodiment, the deployedstatic position of the wheel truck can be aft of the inlet aperture.

In another embodiment, the aircraft wing includes a wing root portionand a wing tip portion, and the gear bay wall portion can have a firstexternal airflow surface facing at least generally toward the wing rootportion. In one aspect of this embodiment, the inlet wall portion is afirst inlet wall portion and the internal airflow surface is a firstinternal airflow surface. The engine nacelle can further include asecond inlet wall portion offset from the first inlet wall portion andhaving a second internal airflow surface configured to direct incomingair from the inlet aperture to the aircraft engine. In another aspect ofthis embodiment, the second inlet wall portion can include a secondexternal airflow surface facing at least generally toward the wing tipportion.

In a further embodiment, a method for manufacturing an engine nacellefor use with an aircraft wing includes providing an inlet having aninlet aperture and an outlet having an outlet aperture. The method canfurther include extending a first side portion at least generallybetween a first edge portion of the inlet aperture and a third edgeportion of the outlet aperture. In one aspect of this embodiment, themethod also includes offsetting a second side portion from the firstside portion and extending the second side portion at least generallybetween a second edge portion of the inlet aperture and a fourth edgeportion of the outlet aperture to define a first interior portion. Themethod can additionally include offsetting a third side portion from thesecond side portion and extending the third side portion at leastgenerally from the second edge portion of the inlet aperture toward thefourth edge portion of the outlet aperture to define a second interiorportion. In a further aspect of this embodiment, the method alsoincludes installing an engine in the first interior portion and mountinga landing gear assembly in the second interior portion.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partially hidden bottom isometric view of an aircraft havingengine nacelles in accordance with an embodiment of the invention.

FIG. 2 is a partially cut-away bottom view of the aircraft of FIG. 1illustrating aspects of the engine nacelles in accordance with anembodiment of the invention.

FIG. 3 is a forward cross-sectional elevation view of the aircraft ofFIG. 1 illustrating other aspects of the engine nacelles in accordancewith an embodiment of the invention taken substantially along line 3—3in FIG. 2.

FIG. 4 is a partially hidden top view of the aircraft of FIG. 1illustrating aspects of a main wing in accordance with an embodiment ofthe invention.

DETAILED DESCRIPTION

The following disclosure describes aircraft engine nacelles, such asaircraft engine nacelles that can accommodate both an engine and alanding gear assembly, and methods for manufacturing such aircraftengine nacelles. Certain specific details are set forth in the followingdescription and in FIGS. 1-4 to provide a thorough understanding ofvarious embodiments of the invention. Those of ordinary skill in therelevant art will understand, however, that the invention may haveadditional embodiments that may be practiced without several of thedetails described below. In addition, well-known structures and systemsoften associated with aircraft, aircraft engine nacelles, and/or landinggear assemblies have not been shown or described in detail here to avoidunnecessarily obscuring the description of the various embodiments ofthe invention.

In the drawings, identical reference numbers identify identical orgenerally similar elements. To facilitate the discussion of anyparticular element, the most significant digit or digits of anyreference number refer to the figure in which that element is firstintroduced. For example, element 102 is first introduced and discussedin reference to FIG. 1. In addition, any dimensions, angles, and otherspecifications shown in the figures are merely illustrative ofparticular embodiments of the invention. Accordingly, other embodimentsof the invention can have other dimensions, angles, and specificationswithout departing from the spirit or scope of the present invention.

FIG. 1 is a partially hidden bottom isometric view of an aircraft 100having engine nacelles 110 (shown as a left engine nacelle 110 a and aright engine nacelle 110 b) configured in accordance with an embodimentof the invention. In one aspect of this embodiment, the aircraft 100includes a fuselage 140, a first wing 150, and a second wing 160. Thefirst wing 150 can include a wing root portion 152 fixedly attached tothe fuselage 140, a wing tip portion 154, and a wing lower surface 156extending between the wing root portion 152 and the wing tip portion154. The second wing 160 can be smaller than the first wing 150 and canbe fixedly attached to the fuselage 140 forward of the first wing 150.In another aspect of this embodiment, the aircraft 100 further includesa propulsion system 120 and a landing gear system 130. The propulsionsystem 120 can include left and right engines 126 a and 126 b(collectively, the “engines 126”) housed in the left and right enginenacelles 110 a and 110 b, respectively. The landing gear system 130 caninclude a retractable nose gear 133 downwardly extendable from thefuselage 140, and retractable left and right main gears 131 a and 131 b(collectively, the “main gears 131”) downwardly extendable from the leftand right engine nacelles 110 a and 110 b, respectively. Accordingly, inone embodiment, each engine nacelle 100 can accommodate both an engine126 and main gear 131.

For ease of reference, the description that follows describes the leftengine nacelle 110 a. However, this description is equally applicable tothe right engine nacelle 110 b. In one aspect of this embodiment, theleft engine nacelle 110 a (the “engine nacelle 110 a”) includes an upperportion 112 configured to fixedly attach the engine nacelle 110 a atleast proximate to the wing lower surface 156. In another aspect of thisembodiment, the engine nacelle 110 a includes an inlet 171 having aninlet aperture 114, and an outlet 172 having an outlet aperture 117. Theinlet aperture 114 is positioned at least generally forward of the upperportion 112 and includes a first edge portion 115 and a second edgeportion 116 offset from the first edge portion 115. The outlet aperture117 is positioned at least generally aft of the upper portion 112 andincludes a third edge portion 118 and a fourth edge portion 119 offsetfrom the third edge portion 118.

In a further aspect of this embodiment, the engine nacelle 110 a caninclude a first inlet wall or first side portion 121, a second inletwall or second side portion 122, and a gear bay wall or third sideportion 123. The first side portion 121 can extend at least generallyfrom the first edge portion 115 of the inlet aperture 114 to the thirdedge portion 118 of the outlet aperture 117. The second side portion 122can be offset from the first side portion 121 toward the wing rootportion 152, and can extend at least generally from the second edgeportion 116 of the inlet aperture 114 to the fourth edge portion 119 ofthe outlet aperture 117. In one aspect of this embodiment, the first andsecond side portions 121 and 122 define a first interior portion 124configured to house the engine 126 a between the inlet aperture 114 andthe outlet aperture 117. Accordingly, the inlet aperture 114 can beconfigured to transfer incoming air to the engine 126 a, and the outletaperture 117 can be configured to convey exhaust gas from the engine 126a.

In another aspect of this embodiment, the third side portion 123 isoffset from the second side portion 122 toward the wing root portion152, and can extend at least generally from the second edge portion 116of the inlet aperture 114 aft toward the outlet aperture 117. In afurther aspect of this embodiment, the second and third side portions122 and 123 define a second interior portion 128 configured to house themain gear 131 a. The main gear 131 a can include a wheel truck 132positionable in a deployed static position offset from the enginenacelle 110 a (as shown in FIG. 1) to support a portion of the weight ofthe aircraft 100 on the ground.

In another aspect of this embodiment, the engine nacelle 110 a includesa lower portion 113 offset from the upper portion 112 and extendingbetween the inlet aperture 114 and the outlet aperture 117 to at leastgenerally enclose the first and second interior portions 124 and 128.Gear doors 134 a and 134 b can be hingedly attached to the lower portion113 and configured to open and allow deployment of the main gear 131 afrom the second interior portion 128. In other embodiments, other geardoors and gear door arrangements can be provided in the lower portion113. For example, in one such embodiment, a gear door can be providedforward of the wheel truck 132 and transverse to the direction oftravel. In other embodiments, other gear door configurations can beprovided in the lower portion 113.

Although the engine nacelles 110 are illustrated in FIG. 1 havingrectangular-shaped cross-sections, in other embodiments, the enginenacelles 110 can have curved or rounded cross-sections without departingfrom the spirit or scope of the present invention. For example, in onesuch embodiment, the engine nacelles 110 can have a generally round orelliptical cross-section. In another embodiment, the engine nacelles 110can have a generally oval cross-section. In those embodiments havingcurved cross-sections, the first and third side portions 121 and 123 maynot appear as distinct side panels, but rather can be offset portions ofa continuous external wall. Such curved cross-sections may offer certainaerodynamic drag and/or structural advantages over the rectangularcross-section illustrated in FIG. 1.

One feature of an embodiment of the present invention is the forwardpositioning of the inlet aperture 114 relative to the wheel truck 132.An advantage of this feature is that it can reduce the likelihood of theengine 126 a sustaining FOD caused by debris kicked up by the wheeltruck 132. Another feature of an embodiment of the present invention isthat the second interior portion 128 of the nacelle 110 a houses themain gear 131 a. As explained in greater detail below, not only doesthis allow a shorter, and hence lighter, main gear, but it can alsoallow a simpler and more efficient wing structure and a more favorablefuel loading configuration.

FIG. 2 is a partially cut-away bottom view of the aircraft 100 of FIG. 1illustrating aspects of the engine nacelles 110 in accordance with anembodiment of the invention. The lower portion 113 of the nacelle 110 ahas been cut away in FIG. 2 for purposes of illustration. In one aspectof this embodiment, the inlet aperture 114 faces generally away from thefuselage 140 and is positioned at an angle 222 relative to alongitudinal axis 242 of the fuselage 140. In one embodiment, the angle222 can be at least approximately 90 degrees relative to thelongitudinal axis 242. For example, the angle 222 can be from about 100degrees to about 170 degrees relative to the longitudinal axis 242. Inanother embodiment, the angle 222 can be from about 110 degrees to about150 degrees relative to the longitudinal axis 242. In a furtherembodiment, the angle 222 can be from about 125 degrees to about 145degrees relative to the longitudinal axis 242. In other embodiments, theangle 222 can have other values relative to the longitudinal axis 242.In any of these embodiments, an advantage of facing the inlet aperture114 away from the fuselage 140 is the reduction of FOD caused by theinjection of debris kicked up by the wheel truck 132.

In another aspect of this embodiment, the second side portion 122includes a first region 224 extending from the second edge portion 116of the inlet aperture 114 to a transition point 223, and a second region225 extending from the transition point 223 to the fourth edge portion119 of the outlet aperture 117. In the illustrated embodiment, the firstregion 224 is cambered toward the wing tip portion 154, and the secondregion 225 is at least generally flat or “uncambered.” In a furtheraspect of this embodiment, the first side portion 121 is also camberedtoward the wing tip portion 154 between the first edge portion 115 ofthe inlet aperture 114 and the third edge portion 118 of the outletaperture 117. Accordingly, air for the engine 126 a travels along acurved path 220 through the first interior portion 124 from the inletaperture 114 to the engine 126 a.

In another aspect of this embodiment, the third side portion 123 isgenerally aligned with the second region 225 of the second side portion122 at the transition point 223 to provide a smooth transition betweenthe third side portion 123 and the second region 225. In a furtheraspect of this embodiment, the third side portion 123 and the secondregion 225 can be at least generally coplanar to provide a generallyflat surface between the second edge portion 116 of the inlet aperture114 and the fourth edge portion 119 of the outlet aperture 117. In oneaspect of this embodiment, the generally flat surface provided by thethird side portion 123 and the second region 225 can be at leastgenerally parallel to the longitudinal axis 242. In other embodiments,the third side portion 123 and the second region 225 can have othershapes relative to the longitudinal axis 242.

One feature of an embodiment of the engine nacelle 110 a as describedabove and shown in FIG. 2 is the outboard facing angle 222 of the inletaperture 114 relative to the longitudinal axis 242. An advantage of thisfeature is that it reduces the likelihood of the engine 126 a ingestingdebris kicked up by the wheel truck 132. Another advantage of thisfeature is that it directs engine noise away from the fuselage 140 andany passengers travelling therein. Another feature of an embodiment ofthe engine nacelle 110 a is the basic cambered shape of the enginenacelle 110 a as provided by the cambered first side portion 121 and thegenerally flat third side portion 123, as shown in FIG. 2. An advantageof this feature is a reduction in aerodynamic drag over, for example,comparable symmetrical engine nacelle configurations.

FIG. 3 is a forward cross-sectional elevation view of the aircraft 100illustrating aspects of the engine nacelles 110 in accordance with anembodiment of the invention taken substantially along line 3—3 in FIG.2. For purposes of illustration, the left main gear 131 a is shown inthe deployed static position for take off and landing, and the rightmain gear 131 b is shown in a retracted static position stowed in theright engine nacelle 110 b for flight. Referring to the left enginenacelle 110 a, in one aspect of this embodiment, the left main gear 131a includes a main strut 364 pivotally extending between a trunnion 362and the wheel truck 132. The trunnion 362 can be offset from the winglower surface 156 and supported by a trunnion support structure 360,such as a lightweight truss structure.

In another aspect of this embodiment, the gear doors 134 a and 134 bopen downwardly and outwardly from the lower portion 113 of the nacelle110 a when lowering the main gear 131 a. The main strut 364 can thenpivot downwardly about the trunnion 362 to position the wheel truck 132in the deployed static position as shown in FIG. 3. In a further aspectof this embodiment, the gear doors 134 a and 134 b are positioned onopposite sides of the main gear 131 a and at least proximate to thewheel truck 132.

One feature of an embodiment of the invention illustrated in FIG. 3 isthe relatively short main gear 131 a. On conventional aircraft havingthe main gears housed in wheel wells in the wing, the main gears mustextend from the wing lower surface to the ground. In contrast, byhousing the main gear 131 a in the engine nacelle 110 a, the trunnion362 can be offset downwardly from the lower surface 156, allowing themain gear 131 a to be shorter than a conventional main gear. Anadvantage of this feature is that the main gear 131 a can be lighterthan a conventional main gear and can reduce overall airframe weight.

Another feature of an embodiment of the invention is the relativelyshort gear doors 134 a and 134 b (collectively, the “gear doors 134”).The close proximity of the lower portion 113 of the engine nacelle 110 ato the ground allows the gear doors 134 to be relatively short and stillextend at least proximate to the wheel truck 132. One advantage of thisfeature is that the gear doors 134 experience relatively low aerodynamicloads, and as a result can be relatively lightweight. Another advantageof this feature is the shielding effect provided by the gear doors 134,which can reduce the likelihood that debris generated by the wheel truck132 will enter the inlet aperture 114 and damage the engines 126 (FIGS.1 and 2). In contrast, conventional aircraft having the main gearshoused in wheel wells in the wing require relatively long gear doors ifthe gear doors are to extend from the wing to proximate the deployedwheel truck. The high aerodynamic loads on such doors when fullyextended can require them to be undesirably heavy.

A further feature of an embodiment of the invention is that the maingear 131 a is accommodated by the engine nacelle 110 a instead of thefirst wing 150. This simplifies the load-carrying structure of the firstwing 150 and allows more efficient load paths resulting in lowerairframe weight. This feature further allows the first wing 150 to havea relatively thin cross-sectional profile, instead of a thickcross-sectional profile to accommodate the main gear 131 a in theretracted static position.

Another feature of an embodiment of the invention is that the enginenacelles 110 can be structural nacelles. “Structural,” as used here,means that the nacelles 110 are strong enough to support at least aportion of the weight of the aircraft 100 in the unlikely event one ofthe main gears 131 collapses. This strength can be provided by one ormore of the first side portion 121, the second side portion 122, or thethird side portion 123. An advantage of this feature is that the enginenacelle 110 a, for example, will prevent the ground from forcing themain gear 131 a upward and into the structure of the first wing 150 ifthe main gear 131 a collapses. Because of this, the first wing 150 caninclude a fuel tank 358 positioned above the main gear 131 a without thepossibility of the main gear 131 a puncturing the fuel tank 358 if themain gear 131 a collapses.

FIG. 4 is a partially hidden top view of the aircraft 100 illustratingaspects of the first wing 150 in accordance with an embodiment of theinvention. In one aspect of this embodiment, the wing tank 358 includesa fuel tank portion 459 (represented by the cross-hatched area)configured to carry fuel in vertical alignment with the main gear 131 a.As mentioned above with reference to FIG. 3, conventional aircrafttypically have a dry bay in this region to avoid a fuel tank puncture inthe event of a gear collapse. The ability of the first wing 150 to carryfuel in the fuel tank portion 459 not only increases the fuel capacityof the aircraft 100, but it also helps to balance the aircraft 100 abouta center of gravity (CG) 402, reducing the need to use aerodynamicforces for balance. Using aerodynamic forces to balance an aircraftoften results in an undesirable drag penalty. Thus, housing the maingear 131 a in the engine nacelle 110 a in accordance with embodiments ofthe present invention can increase fuel capacity and reduce aerodynamicdrag.

From the foregoing, it will be appreciated that specific embodiments ofthe invention have been described herein for purposes of illustration,but that various modifications may be made without deviating from thespirit and scope of the invention. For example, although this disclosuredescribes an aircraft having two engine nacelles, those of ordinaryskill in the relevant art will appreciate that the embodiments describedas equally applicable to other aircraft configurations having more orfewer engine nacelles. Further, although this disclosure describesengine nacelles having wheel wells inboard of engine inlets, in otherembodiments, the wheel wells can be positioned outboard of the engineinlets without departing from the spirit or scope of the presentinvention. Accordingly, the invention is not limited, except as by theappended claims.

I claim:
 1. An engine nacelle for use with an aircraft having a wing,the wing having a wing root portion, the engine nacelle comprising: aninlet having an inlet aperture; an inlet wall portion having an internalairflow surface configured to direct incoming air from the inletaperture to an aircraft engine; and a gear bay wall portion offset fromthe inlet wall portion toward the wing root portion to at leastpartially define a gear bay between the inlet wall portion and the gearbay wall portion, wherein the gear bay is configured to house a landinggear assembly having a wheel truck moveable between a stowed positionand a deployed static position offset from the engine nacelle to supportat least a portion of the weight of the aircraft.
 2. The engine nacelleof claim 1 wherein the gear bay wall portion has an external airflowsurface facing at least generally toward the wing root portion.
 3. Theengine nacelle of claim 1 wherein the inlet wall portion is a firstinlet wall portion and the internal airflow surface is a first internalairflow surface, wherein the engine nacelle further comprises a secondinlet wall portion offset from the first inlet wall portion, the secondinlet wall portion having a second internal airflow surface configuredto direct incoming air from the inlet aperture to the aircraft engine.4. The engine nacelle of claim 1 wherein the gear bay wall portion has afirst external airflow surface facing at least generally toward the wingroot portion, wherein the inlet wall portion is a first inlet wallportion and the internal airflow surface is a first internal airflowsurface, wherein the engine nacelle further comprises a second inletwall portion offset from the first inlet wall portion, the second inletwall portion having a second internal airflow surface configured todirect incoming air from the inlet aperture to the aircraft engine, thesecond inlet wall portion further having a second external airflowsurface facing at least generally away from the wing root portion. 5.The engine nacelle of claim 1 wherein the gear bay wall portion has agenerally flat first external airflow surface facing toward the wingroot portion, wherein the inlet wall portion is a first inlet wallportion and the internal airflow surface is a first internal airflowsurface, wherein the engine nacelle further comprises a second inletwall portion offset from the first inlet wall portion, the second inletwall portion having a second internal airflow surface configured todirect incoming air from the inlet aperture to the aircraft engine, thesecond inlet wall portion further having a second external airflowsurface facing at least generally away from the wing root portion,wherein the second external airflow surface is cambered away from thewing root portion.
 6. The engine nacelle of claim 1, further comprisingthe wheel truck, and wherein the wheel truck is positioned at leastgenerally aft of the inlet aperture when the wheel truck is in thedeployed static position.
 7. The engine nacelle of claim 1 wherein theinlet aperture faces at least generally away from the wing root portion.8. The engine nacelle of claim 1, further comprising at least onelanding gear door proximate to the gear bay, the landing gear doorhaving a closed position and an open position, wherein the landing geardoor is at least proximate to the wheel truck when the landing gear dooris in the open position and the wheel truck is in the deployed staticposition.
 9. The engine nacelle of claim 1 wherein the aircraft furtherincludes a fuselage having a longitudinal axis, and wherein the enginenacelle further comprises a landing gear trunnion fixedly attached atleast proximate to the gear bay, wherein the landing gear assembly ispivotally connected to the landing gear trunnion and pivotally moveableabout the trunnion parallel to the longitudinal axis to position thewheel truck in the deployed static position.
 10. An engine nacelle foruse with an aircraft having a wing, the engine nacelle comprising: aninlet having an inlet aperture; a first inlet wall portion having afirst internal airflow surface configured to direct incoming air fromthe inlet aperture to an aircraft engine; a second inlet wall portionoffset from the first inlet wall portion and having a second internalairflow surface configured to direct incoming air from the inletaperture to the aircraft engine, the second inlet wall portion furtherhaving a first external airflow surface; and a gear bay wall portionhaving a second external airflow surface, the gear bay wall being offsetfrom the first inlet wall portion to at least partially define a gearbay between the first inlet wall portion and the gear bay wall portion,wherein the gear bay is configured to house a landing gear assemblyhaving a wheel truck moveable between a stowed position and a deployedstatic position offset from the engine nacelle to support at least aportion of the weight of the aircraft.
 11. The engine nacelle of claim10 wherein the wing includes a wing root portion, wherein the firstexternal airflow surface faces away from the wing root portion, andwherein the second external airflow surface faces at least generallytoward the wing root portion.
 12. The engine nacelle of claim 10 whereinthe first external airflow surface is at least generally cambered andthe second external airflow surface is at least generally flat.
 13. Theengine nacelle of claim 10 wherein the wing includes a wing rootportion, wherein the first external airflow surface faces away from thewing root portion and is at least generally cambered away from the wingroot portion, and wherein and the second external airflow surface facestoward the wing root portion and is at least generally flat.
 14. Theengine nacelle of claim 10, further comprising the wheel truck, andwherein the wheel truck is positioned at least generally aft of theinlet aperture when the wheel truck is in the deployed static position.15. The engine nacelle of claim 10 wherein the inlet aperture faces atleast generally away from the wing root portion.
 16. The engine nacelleof claim 10, further comprising the wheel truck and at least one landinggear door proximate to the gear bay, the landing gear door having aclosed position and an open position, wherein the landing gear door isat least proximate to the wheel truck when the landing gear door is inthe open position and the wheel truck is in the deployed staticposition.
 17. The engine nacelle of claim 10 wherein the aircraftfurther includes a fuselage having a longitudinal axis, and wherein theengine nacelle further comprises a landing gear trunnion fixedlyattached at least proximate to the gear bay, wherein the landing gearassembly is pivotally connected to the landing gear trunnion andpivotally moveable about the trunnion parallel to the longitudinal axisto position the wheel truck in the deployed static position.
 18. Anengine nacelle for use with an aircraft having a wing, the wing having awing root portion and a wing tip portion, the nacelle comprising: aninlet having an inlet aperture, the inlet aperture including a firstedge portion and a second edge portion offset from the first edgeportion; an outlet having an outlet aperture, the outlet apertureincluding a third edge portion and a fourth edge portion offset from thethird edge portion; a first side portion extending at least generallybetween the first edge portion of the inlet aperture and the third edgeportion of the outlet aperture; a second side portion offset from thefirst side portion toward the wing root portion, the second side portionextending at least generally between the second edge portion of theinlet aperture and the fourth edge portion of the outlet aperture todefine a first interior portion between the first and second sideportions configured to house an engine, the inlet aperture beingconfigured to transfer incoming air to the engine and the outletaperture being configured to convey exhaust gas from the engine; and athird side portion offset from the second side portion toward the wingroot portion, the third side portion extending at least generally fromthe second edge portion of the inlet aperture toward the fourth edgeportion of the outlet aperture to at least partially define a secondinterior portion between the second and third side portions configuredto house a landing gear assembly, the landing gear assembly having awheel truck moveable between a stowed position and a deployed staticposition offset from the engine nacelle to support at least a portion ofthe weight of the aircraft.
 19. The engine nacelle of claim 18 whereinthe second side portion has a first region and a second region, thefirst region being at least generally cambered and extending from thesecond edge portion of the inlet aperture to a transition point, thesecond region being at least generally flat and extending from thetransition point to the fourth edge portion of the outlet aperture, andwherein the third side portion is at least generally flat and extendingfrom at least proximate the second edge portion of the inlet aperture toat least proximate the transition point.
 20. The engine nacelle of claim18 wherein the second side portion has a first region and a secondregion, the first region being at least generally cambered toward thewing tip portion and extending from the second edge portion of the inletaperture to a transition point, the second region being at leastgenerally flat and extending from the transition point to the fourthedge portion of the outlet aperture, and wherein the third side portionis at least generally flat and extending from at least proximate thesecond edge portion of the inlet aperture to at least proximate thetransition point.
 21. The engine nacelle of claim 18 wherein the secondside portion has a first region and a second region, the first regionbeing at least generally cambered toward the wing tip portion andextending from the second edge portion of the inlet aperture to atransition point, the second region being at least generally flat andextending from the transition point to the fourth edge portion of theoutlet aperture, and wherein the third side portion is at leastgenerally coplanar with the second region of the second side portion.22. The engine nacelle of claim 18, further comprising the wheel truck,and wherein the wheel truck is positioned at least generally aft of theinlet aperture when the wheel truck is in the deployed static position.23. The engine nacelle of claim 18 wherein the aircraft further includesa fuselage having a longitudinal axis, wherein the inlet aperture ispositioned at an angle from about 100 degrees to about 170 degreesrelative to the longitudinal axis of the fuselage.
 24. The enginenacelle of claim 18 wherein the aircraft further includes a fuselagehaving a longitudinal axis, wherein the inlet aperture is positioned atan angle from about 110 degrees to about 150 degrees relative to thelongitudinal axis of the fuselage.
 25. The engine nacelle of claim 18wherein the first interior portion has a centerline at least partiallycambered toward the wing tip portion between the inlet aperture and theoutlet aperture.
 26. The engine nacelle of claim 18, further comprisinga lower portion extending at least generally between the first and thirdside portions between the inlet and outlet apertures, the lower portionincluding at least one landing gear door proximate to the secondinterior portion.
 27. The engine nacelle of claim 18, further comprisingthe wheel truck and a lower portion extending at least generally betweenthe first and third side portions between the inlet and outletapertures, the lower portion including at least one landing gear doorproximate to the second interior portion, the landing gear door having aclosed position and an open position, wherein the landing gear door isat least proximate to the wheel truck when the landing gear door is inthe open position and the wheel truck is in the deployed staticposition.
 28. The engine nacelle of claim 18, further comprising thewheel truck, and wherein the inlet aperture faces at least generallyaway from the wing root portion, wherein the wheel truck is positionedat least generally aft of the inlet aperture when the wheel truck is inthe deployed static position, and wherein the second side portion has afirst region and a second region, the first region being at leastgenerally cambered toward the wing tip portion and extending from thesecond edge portion of the inlet aperture to a transition point, thesecond region being at least generally flat and extending from thetransition point to the fourth edge portion of the outlet aperture. 29.The engine nacelle of claim 18 wherein the aircraft further includes afuselage having a longitudinal axis, and wherein the engine nacellefurther comprises the wheel truck and a landing gear trunnion fixedlyattached at least proximate to the second interior portion, wherein thelanding gear assembly is pivotally connected to the landing geartrunnion and pivotally moveable about the trunnion parallel to thelongitudinal axis to position the wheel truck in the deployed staticposition.
 30. An aircraft wing comprising: a wing root portion; a wingtip portion; a wing lower surface extending at least generally betweenthe wing tip portion and the wing root portion; an engine nacellepositioned at least proximate to the wing lower surface, the enginenacelle including: an inlet having an inlet aperture; a first inlet wallportion having a first internal airflow surface configured to directincoming air from the inlet aperture to an aircraft engine; a secondinlet wall portion offset from the first inlet wall and having a secondinternal airflow surface configured to direct incoming air from theinlet aperture to the aircraft engine, the second inlet wall portionfurther having a first external airflow surface; and a gear bay wallportion having a second external airflow surface, the gear bay wallbeing offset from the first inlet wall portion to at least partiallydefine a gear bay between the first inlet wall portion and the gear baywall portion, wherein the gear bay is configured to house a landing gearassembly having a wheel truck moveable between a stowed position and adeployed static position offset from the engine nacelle to support atleast a portion of the weight of the aircraft.
 31. The wing of claim 30wherein the first external airflow surface faces away from the wing rootportion, and wherein the second external airflow surface faces at leastgenerally toward the wing root portion.
 32. The wing of claim 30 whereinthe wing is a first wing and the aircraft includes a fuselage and asecond wing, wherein the first wing is configured to be fixedly attachedto the fuselage in a first position, and wherein the second wing isconfigured to be fixedly attached to the fuselage in a second positionforward of the first position.
 33. The wing of claim 30 wherein the wingis a first wing and the aircraft includes a fuselage and a second wing,wherein the first wing has a first area and the second wing has a secondarea less than the first wing, wherein the first wing is configured tobe fixedly attached to the fuselage in a first position, and wherein thesecond wing is configured to be fixedly attached to the fuselage in asecond position forward of the first position.
 34. The wing of claim 30,further comprising a fuel tank portion configured to carry fuel, whereinthe fuel tank portion is positioned in vertical alignment with thelanding gear assembly.
 35. The wing of claim 30 wherein the second inletwall portion is offset from the first inlet wall portion toward the wingtip portion, and wherein the gear bay wall portion is offset from thefirst inlet wall portion toward the wing root portion.
 36. The wing ofclaim 30, further comprising the wheel truck, and wherein the wheeltruck is positioned at least generally aft of the inlet aperture whenthe wheel truck is in the deployed static position.
 37. The wing ofclaim 30 wherein the inlet aperture faces at least generally away fromthe wing root portion.
 38. The wing of claim 30 wherein the aircraftfurther includes a fuselage having a longitudinal axis, and wherein theengine nacelle further comprises the wheel truck and a landing geartrunnion fixedly attached at least proximate to the gear bay, whereinthe landing gear assembly is pivotally connected to the landing geartrunnion and pivotally moveable about the trunnion parallel to thelongitudinal axis to position the wheel truck in the deployed staticposition.
 39. An aircraft comprising: a fuselage; a wing having a wingroot portion fixedly attached to the fuselage, a wing tip portion, and awing lower surface extending at least generally between the wing tipportion and the wing root portion; and an engine nacelle positioned atleast proximate to the wing lower surface, the engine nacelle including:an inlet having an inlet aperture; a first inlet wall portion having afirst internal airflow surface configured to direct incoming air fromthe inlet aperture to an aircraft engine; a second inlet wall portionoffset from the first inlet wall and having a second internal airflowsurface configured to direct incoming air from the inlet aperture to theaircraft engine, the second inlet wall portion further having a firstexternal airflow surface; and a gear bay wall portion having a secondexternal airflow surface, the gear bay wall being offset from the firstinlet wall portion to at least partially define a gear bay between thefirst inlet wall portion and the gear bay wall portion, wherein the gearbay is configured to house a landing gear assembly having a wheel truckmoveable between a stowed position and a deployed static position offsetfrom the engine nacelle to support at least a portion of the weight ofthe aircraft.
 40. The aircraft of claim 39, further comprising a centerof gravity positioned at least proximate to the fuselage, wherein theaircraft engine is positioned aft of the center of gravity, wherein thedeployed static position of the wheel truck is positioned aft of thecenter of gravity and forward of the aircraft engine, and wherein theinlet aperture is positioned forward of the deployed static position ofthe wheel truck.
 41. The aircraft of claim 39, further comprising acenter of gravity positioned at least proximate to the fuselage, whereinthe wing includes a fuel tank portion configured to carry fuel, whereinthe fuel tank portion is positioned aft of the center of gravity and invertical alignment with the landing gear assembly.
 42. The aircraft ofclaim 39 wherein the wing is a first wing and the aircraft includes asecond wing smaller than the first wing, and wherein the second wing isfixedly attached to the fuselage forward of the first position.
 43. Theaircraft of claim 39 wherein the inlet aperture faces generally awayfrom the fuselage.
 44. The aircraft of claim 39 wherein the second inletwall portion is offset from the first inlet wall portion toward the wingtip portion, and wherein the gear bay wall portion is offset from thefirst inlet wall portion toward the wing root portion.
 45. The aircraftof claim 39 wherein the engine nacelle is a first engine nacelle and theaircraft includes a second engine nacelle, wherein the first and secondengine nacelles are configured to support the weight of the aircraft.46. A method for manufacturing an engine nacelle for use with anaircraft wing, the method comprising: positioning a first side portionat least generally below the aircraft wing; positioning a second sideportion offset from the first side portion, the first and second sideportions at least partially defining an inlet aperture, an outletaperture, and a first interior portion between the first and second sideportions; installing an engine in the first interior portion, whereinthe inlet aperture is configured to transfer incoming air to the engineand the outlet aperture is configured to convey exhaust gas from theengine; positioning a third side portion offset from the second sideportion, the third side portion extending at least generally from theinlet aperture toward the outlet aperture to define a second interiorportion between the second and third side portions; and mounting alanding gear assembly in the second interior portion, the landing gearassembly having a wheel truck moveable between a stowed position and adeployed static position offset from the engine nacelle to support atleast a portion of the weight of the aircraft.
 47. The method of claim46 wherein the aircraft wing includes a wing root portion, whereinpositioning the second side portion includes positioning the second sideportion toward the wing root portion, and wherein positioning the thirdside portion includes positioning the third side portion toward the wingroot portion.
 48. The method of claim 46 wherein the aircraft wing isconfigured to be fixedly attached to a fuselage, and wherein positioningthe first and second side portions includes positioning the inletaperture to face generally away from the fuselage.
 49. The method ofclaim 46 wherein the aircraft wing is configured to be fixedly attachedto a fuselage having a longitudinal axis, and wherein positioning thefirst and second side portions includes positioning the inlet apertureat an angle from about 125 degrees to about 145 degrees relative to thelongitudinal axis.
 50. The method of claim 46 wherein the wing includesa wing tip portion, and wherein positioning the second side portionincludes cambering at least a portion of the second side portion towardthe wing tip portion.
 51. The method of claim 46 wherein the wingincludes a wing tip portion, wherein positioning the second side portionincludes cambering at least a portion of the second side portion towardthe wing tip portion to provide the first interior portion with acenterline having a cambered portion, wherein the inlet aperture isconfigured to transfer incoming air to the engine along the camberedportion of the centerline.
 52. The method of claim 46 wherein mountingthe landing gear assembly in the second interior portion includesinstalling the landing gear assembly to deploy the wheel truck at leastgenerally aft of the inlet aperture.
 53. The method of claim 46, furthercomprising positioning a lower portion at least generally between thefirst and third side portions between the inlet and outlet apertures,the lower portion including at least one landing gear door proximate tothe second interior portion, the landing gear door having a closedposition and an open position, wherein the landing gear door is at leastproximate to the wheel truck when the landing gear door is in the openposition and the wheel truck is in the deployed static position.
 54. Themethod of claim 46 wherein the aircraft wing is configured to be mountedto a fuselage having a longitudinal axis, and wherein the method furthercomprises fixedly attaching a landing gear trunnion at least proximateto the second interior portion, wherein the landing gear assembly ispivotally connected to the landing gear trunnion and pivotally moveableabout the trunnion parallel to the longitudinal axis to position thewheel truck in the deployed static position.
 55. A method formanufacturing an aircraft, the method comprising: joining a wing to afuselage; positioning an inlet at least generally below the wing, theinlet having an inlet aperture; positioning a first inlet wall portionaft of the inlet aperture, the first inlet wall having a first internalairflow surface configured to direct incoming air from the inletaperture to an aircraft engine; positioning a second inlet wall portionoffset from the first inlet wall portion, the second inlet wall portionhaving a second internal airflow surface configured to direct incomingair from the inlet aperture to the aircraft engine, the second inletwall portion further having a first external airflow surface; andpositioning a gear bay wall portion offset from the first inlet wallportion to at least partially define a gear bay between the first inletwall portion and the gear bay wall portion, the gear bay wall portionhaving a second external airflow surface, wherein the gear bay isconfigured to house a landing gear assembly having a wheel truckmoveable between a stowed position and a deployed static position offsetfrom the engine nacelle to support at least a portion of the weight ofthe aircraft.
 56. The method of claim 55 wherein positioning the gearbay wall portion includes positioning the gear bay wall portion towardthe fuselage, wherein positioning the second inlet wall portion includespositioning the second inlet wall portion away from the fuselage, andwherein positioning the inlet includes orienting the inlet aperture toface generally away from the fuselage.
 57. The method of claim 55,further comprising installing a landing gear assembly in the gear bay,wherein the landing gear assembly is configured to position the wheeltruck at least generally aft of the inlet aperture in the deployedstatic position.
 58. The method of claim 55, further comprisinginstalling a fuel tank portion in the wing, the fuel tank portionconfigured to carry fuel in vertical alignment with the landing gearassembly.
 59. The method of claim 55 wherein joining the wing to thefuselage includes fixedly attaching a first wing to the fuselage in afirst location, wherein the method further comprises fixedly attaching asecond wing to the fuselage in a second location forward of the firstlocation, and wherein the second wing is smaller than the first wing.60. The method of claim 55 wherein positioning the inlet includesorienting the inlet aperture to face generally away from the fuselage.61. The method of claim 55 wherein the wing includes a wing tip portion,and wherein positioning the second inlet wall portion includes camberingat least a portion of the second inlet wall portion toward the wing tipportion.
 62. The method of claim 55, further comprising positioning alower portion at least generally between the second inlet wall portionand the gear bay wall portion, the lower portion including at least onelanding gear door proximate to the gear bay, wherein the landing geardoor is at least proximate to the wheel truck when the landing gear dooris in an open position and the wheel truck is in the deployed staticposition.
 63. The method of claim 55 wherein the fuselage has alongitudinal axis, and wherein the method further comprises fixedlyattaching a landing gear trunnion at least proximate to the gear bay,wherein the landing gear assembly is pivotally connected to the landinggear trunnion and pivotally moveable about the trunnion parallel to thelongitudinal axis to position the wheel truck in the deployed staticposition.